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Transit Mobility, Integration and Access Evaluation

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Transit Mobility, Integration and Access Evaluation Southwest LRT Technical Memorandum No. 5 TRANSIT MOBILITY, INTEGRATION & ACCESS EVALUATION PRELIMINARY FOR REVIEW ONLY September 9, 2009 Southwest Transitway Table of Contents 1.0 INTRODUCTION .................................................................................................. 1 2.0 TRANSIT MOBILITY ............................................................................................ 1 2.1 SYSTEM CONFIGURATION AND INTEGRATION .......................................................... 1 2.1.1 Criteria ................................................................................................................... 2 2.1.2 Measurement ........................................................................................................ 2 2.1.3 Evaluation .............................................................................................................. 2 2.2 TRANSIT SERVICE EVALUATION WITHIN CORRIDOR ................................................ 5 2.2.1 Criteria ................................................................................................................... 7 2.2.2 Measurement ........................................................................................................ 7 2.2.3 Existing Service Inventory ..................................................................................... 8 2.2.4 Programmed Transit Service Improvements ....................................................... 19 2.2.5 Analysis by LRT Alternative................................................................................. 21 2.2.6 Transit Service Inventory ..................................................................................... 51 2.4 ACCESS FOR PEOPLE, HOUSING AND JOBS ............................................................ 53 2.2.7 Criteria ................................................................................................................. 54 2.2.8 Measurement ...................................................................................................... 55 2.2.9 Evaluation ............................................................................................................ 57 i Technical Memorandum 5 September 2009 Southwest Transitway 1.0 INTRODUCTION This technical memorandum provides an analysis of transit system mobility and integration for the Southwest LRT DEIS. The intent of this evaluation is to assess each LRT alternative with respect to the following performance measures: system integration, transit mobility, transit service, travel time savings, accessibility and the Federal Transit Administration (FTA) Cost- Effectiveness Index (CEI). 2.0 TRANSIT MOBILITY 2.1 System Configuration and Integration System configuration and integration may be defined as the ability of the Southwest LRT to physically connect (or integrate) with the Twin Cities regional transitway system. LRT system integration refers to the physical organization of multiple LRT lines or routes in a manner that allow light rail vehicles (LRVs) to move seamlessly between LRT lines in response to transportation demands and operational requirements. Establishing an interconnected network of fixed-rail guideways helps to offer reliable and convenient transit service to passengers on high-demand corridors, enabling passengers to connect directly with desired regional destinations, and minimize the need to transfer between LRT lines or other transportation modes. According to the Metropolitan Council’s Transportation Policy Plan (TPP), the Twin Cities metropolitan region will add one additional LRT line by 2020 and third line by 2030. The TPP places a special emphasis on establishing a regional system of LRT lines, building on the current Hiawatha LRT line. Among several policies outlined in the TPP for transit, Policy 15 Strategy 15e addresses the development of transitways and states, “The Council will support enhanced transit service along transitways and the integration of existing routes along transitway corridors as appropriate to take full advantage of transitway improvements.”1 Furthermore, the TPP also discusses the importance of coordinated transitway implementation with other modes of transportation, helping to encourage a dynamic, multi-modal regional transportation system. As a result, the region must plan and make provisions for developing an integrated system of LRT lines that focus on passenger convenience and efficient operations. A system that allows LRVs to transfer easily between all fixed-rail guideways in the entire system is considered to be fully integrated. Partially integrated systems are those that allow some movement between fixed-rail guideways but preclude or restrict other movements. The current Twin Cities LRT system consists of the Hiawatha Line operating between downtown Minneapolis and the Mall of America in Bloomington, Minnesota. An extension of the Hiawatha LRT line from the Warehouse District/Hennepin Avenue Station to the Downtown Ballpark Station and the proposed Minneapolis Intermodal Station near the new Target Field is currently under construction. This extension will connect the Hiawatha LRT line with the Northstar Commuter Rail line. The proposed Central Corridor LRT line, which would operate from the St. Paul Union Depot to the downtown Minneapolis Intermodal Station, is in Preliminary Engineering (PE). The Hiawatha and Central Corridor LRT lines will merge at the intersection of 4th Street South and Kirby Puckett Place/Chicago Avenue adjacent to the Hubert H. Humphrey 1 The Metropolitan Council, Transportation Policy Plan, pg. 102 1 Technical Memorandum 5 September 2009 Southwest Transitway Metrodome and utilize the same guideway from the Downtown East/Metrodome Station to the downtown Minneapolis Intermodal Station. Hiawatha and Central Corridor LRT trains can travel both east and west along both guideways, but there is no track that allows Central Corridor trains to transfer to the Hiawatha line at the junction of the two routes without traversing past the junction and switching to the opposite track. Therefore, the Hiawatha and Central Corridor are partially integrated. Transportation and rail system operation planners generally prefer to fully interline or integrate guideway systems whenever possible and where travel demand warrants the additional costs associated with the design and construction of switches and track crossovers, typically required to allow full integration. The primary advantages of fully interlining a system are the following: Minimize the need for passengers to transfer between lines, helping to improve ridership and increase travel time savings. Allows for efficient movement of LRVs between various lines to balance fleet requirement with demand across the entire system. Requires fewer LRVs to operate on the line. Responds to changes in travel patterns and demands over time. 2.1.1 Criteria Integration into the existing and planned LRT system and regional transitway system. 2.1.2 Measurement Assess the ability of the LRT alternatives to act as part of an integrated system of LRT lines and as part of the regional transitway system. Performance indicators used to evaluate system integration versus non-integration include system connectivity and LRT system operations efficiency, passenger movement and convenience, and minimizing non-revenue service miles. 2.1.3 Evaluation System Connectivity & Integration The LRT 1A, LRT 3A and the LRT 3C-2 (11th/12th Street) alternatives are fully integrated with both the Hiawatha and Central Corridor LRT lines. All three alternatives could physically connect to the western terminus of the combined Hiawatha and Central Corridor LRT guideway at the Intermodal Station on 5th Street North, adjacent to the new Minnesota Twins baseball stadium, Target Field. This connection would allow trains from the Southwest LRT to operate on either the Hiawatha or Central Corridor LRT guideway through downtown Minneapolis and on the individual guideways of either LRT line. The LRT 3C-1 (Nicollet Mall) alternative is not integrated with either the Hiawatha or Central Corridor LRT guideway for daily operations. The LRT 3C-1 (Nicollet Mall) alternative guideway intersects with the 5th Street North guideway serving both the Hiawatha and Central LRT lines at approximately 90 degrees. In order to integrate the LRT guideways, the LRT 3C-1 (Nicollet Mall) alternative alignment would require a limited physical crossover connection that allows for minimum movement of LRVs between the 2 September 2009 Technical Memorandum 5 Southwest Transitway Hiawatha and Central Corridor LRT common guideway and the LRT 3C-1 (Nicollet Mall) guideway. As proposed, a single track turnout would connect the two guideways in order for Southwest LRT, Hiawatha, or Central Corridor LRVs to transition between the two guideways, this configuration would require one turnout, two crossovers, and ten trackway switches. Figure 1 provides an illustration of the geometric trackway configuration that would be required for trains using the LRT 3C-1 (Nicollet Mall) alternative to transfer between the Southwest LRT guideway and the guideway for the Hiawatha or Central Corridor LRT lines. Figure 1 LRT 3C-1 (Nicollet Mall) Alternative Connection to Hiawatha and Central Corridor LRT Table 1 provides a synopsis of the identified regional transitways that would be capable of interlining or connecting directly with the Southwest LRT. Clear circles represent fully integrated transitways, semi-colored circles represent partially
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